Cooling device



July 5, 1932. MQUGEY ET 1,865,877

COOLING DEVICE Filed Sept. 22. 1927 t K. flawf', 41 away Patented July 5, 1932 UNI-TED "STATES PATENT OFFICE MOUGEY AND CHARLES R. SHORT, OF DETROIT, MICHIGAN, ASSIGN 'OBS TO GENERAL MOTORS RESEARCH CORPORATION, 01 DETROIT, MICHIGAN, A. CORPOKL- TION OF- DELAWARE 7 000mm; nnvrcn Application filed September 22, 1927. Serial No. 221,227.

Our invention relates to an improved cooling system of the type commonly used in connection with the engines of motor vehicles. 1

It is a well recognized fact that the usual type of internal combustion engine does not approach its maximum efficiency until after it has reached a comparativly high tempera ture. It is therefore considered desirable 10 to control the cooling system so that the enduit leading the cooling-fluid from the en gine to the radiator, permits the cooling fluid to flow through the smallest radiating section at all times. In cold weather this small section would be sufficient to maintain the engine at its proper operating temperature. In warmer weather, after the engine becomes heated, it will usually be found necessary to provide more cooling area for the fluid. In this case the valve is opened enough to permit the fluid to flow through part of the remaining section or all of it. In other words, a small radiator is provided for use in cold weather or upon starting, and a larger one for use after the engine reaches its proper operating temperature.

A further object is to construct the radiator filler opening in such a manner that when the system is filled with cooling fluid, a space will be left within the radiator to provide for the expansion of the fluid when heated. This is especially desirable when using antifreeze solutions. In the ordinary radiator construction, if the radiator is filled so that the operator can see the cooling fluid, considerable of the anti-freeze mixture is lost through the overflow pipe due to expansion when the engine becomes hot.

With the'above and other objects inview, our invention will be more clearly understood by referring to the specification and accompanying drawing, in which:

I Figure 11s a front view, showing our improved radiatorpartly in elevation and partly in section.

Figure 2 is a section taken on the line 2-2 of Figure 1.

Figure 3 is a view correspondin to Figure 2 but'showing a modified form 0 valve.

The reference numeral 10 indicates a radi ator of the type in which the cooling fluid flows from a compartment at one side of the radiator through tubes or passages into a compartment at the opposite side. In other words, the direction of flow is transverse instead of vertical, as'is quite commonly the case. The radiator core is divided into a small section 12 and a larger section 14. At one side of these sections are inlet compartments or headers 16 and 18 and at the opposite side is an outlet compartment or header 20. Leading from the top of the engine is a conduit 22 provided with an outlet passage 24 connectedto the compartment 16- and a ment 18.

28 pivoted at 30 and operated by a lever to which is connected a rod 34. This rod-may extend to the dash or instrument board so that "it may be conveniently manipulated by the driver. As shown in Figure 2, this valve is so arranged that it may close ofi' the passage 26,

thus compelling all of the cooling fluid comacross through the tubes or passage 36 into the I compartment 20 from which it flows through the passage 38 back into the engine.

In cold weather or upon starting the engine, the radiating section 12 is large enough to cool the fluid. After running for some time, however, the engine may become too hot. The valve 28 may then be opened as shown in the dotted position so that the fluid may still mit the proper proportions' of fluid to flow through the two sections to keep the fluid at the desired temperature at all times.

In Figure 3 an automaticall valve is shown. This consists o a thermo- 5 statically controlled bellows 40 anchored at 42 to a pin 44 in the conduit 22. This bellows is filled with an expansible liquid or gas and upon being heated the bellows will lengthen out; Secured to the end of the bellows is a valve stem 46 having a head 48 adapted to shut ofi the passage 26 when the cooling fluid is below a certain temperature. At this time all of the cooling fluid will be caused to flow through passage 24 and through the small radiating section 12. After reaching acertain temperature the valve 48will be automatically opened b the bellows to permit a small proportion o the fluid to flow through the larger radiating section 14. Should the engine still continue to become hotter, the valve 48 will be opened more and more until finally the cooling fluid may be allowed to flow through all of both sections 12 and 14; It will be seen that we have provided a cooling system in which the radiating area may be varied either manually or automatically to constantly keep the cooling fluid at a temperature which will permit the engine to develop its maximum efliciency.

It is considered desirable to keep the normal water level just a little above the top of the radiator core so that there will be room for the liquid to expand when it becomes heated. In the ordinary radiator it is customary for the operator to our in water until itreaches the top of the filler opening in order to be sure that the cooling system is full. As soon as the engine becomes warm, the water expands and consequently runs out through the overflow pipe. When the cooling system con tains expensive anti-freeze solution such as alcohol or glycerine, this is very undesirable as it not only wastes the anti-freeze solution but also is apt to change the percentage of the latter with respect to the amount of water in the cooling system and thereby permit the radiator or engine to become damaged by freezing.

To prevent this, we construct the radiator filling means in such a manner that an expansion chamber is automatically provided at the top of the radiator. This consists of a filler tube 50 which is secured in the top of the radiator and which extends downward to a point slightly above the top of the radiating section 14. Secured in the tube is a support 52 formed with a square opening at its center. Slidably held in this opening is a squared portion 56 formed on a rod 58 which at its lower end is threaded into a washer 60. Fastened on the rod above the support 52 is a stop 61 which limits the downward movement of the rod. The upper end of the rod is provided with threads adapted to be engaged by a threaded boss 62 formed on a radlator cap operated 64. A resilient gasket 66 is held between the bottom of the tu e 50 and the washer and a similar gasket is also clamped between the top of the tube and the cap 64. A sleeve 70 is supported concentrically with the tube 50 and is secured to the bottom of the latter as at 72 by being soldered or held in any suitable manner which will provide a water tight connection between the two parts. This sleeve extends up to a point just below the top of the radiator. A plurality of openings 74 are provided inthe tube 50 just above the point where the sleeve is secured to the tube. The usual overflow pipe 76 passes through the sleeve 70 and communicates with the interior of the tube 50.

When the cap 64 is removed, the rod 58 together with the washer 60 and the gasket 66 will drop down until the stop 61 comes in contact with the support 52. Water which is poured in through the tube 50 will flow out the bottom of the tube and into the radiator until the level reaches a point slightly above the top of the openings 74. As the only escape for the air in the radiator is then cut off, the remaining air will be trapped above this level and will automatically provide an expansion chamber 78. Any additional water which is poured into the tube 50 will merely rise in the latter, thereby indicating to the operator that the cooling system is complete ly filled. He will then replace the cap 64 and in so doing will draw the gasket 66 and the washer 60 up against the bottom of the tube.

The only communication between the inside of the tube and the expansion chamber is now through the openings 74.

When the engine becomes heated, the water will expand and will rise in the expansion chamber 7 8. The trapped air which it displaces will be forced through the passage between the sleeve 7 O and the tube 50 and through the openings 74. It will bubble through any water which is inside the sleeve or tube and then may escape through the overflow tube. It will be readily seen that the level of the water in the expansion chamher would have to rise above the top of the sleeve before any of the water could run out through the overflow pipe. This is quite unlikely as the expansion chamber is large enough to take care of all ordinary increases in engine temperature.

When the engine is stopped, the water will naturally contract and a slight vacuum will be produced in the expansion chamber. Air will then be drawn in through the overflow pipe and in passing through the tube 50 and the sleeve 70, will tend to siphon any water which is in either of these parts, back into the radiator proper.

It is thought from the foregoing taken in connection with the accompanying drawing that the construction and operation of the device will be apparent to those skilled in the art, and that various changes in size, shape, and proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

Having described our invention, we claim:

1. A cooling device for engines comprising in combination, a plurality of heat radiating units arranged one above another, an inlet header for each of said units, a single outlet header communicating with all of said units, and means adapted to cause the cooling fluid to flow through one or more of said units.

2. A cooling device for engines comprising, in combination, a transverse flow radiator divided into a plurality of radiating sections, a conduit serving to conduct the cooling fluid from the engine to said radiator, and a thermostatically operated valve adapted to cause the fluid to flow through one or more of said sections.

3. A cooling device for engines comprising, in combination, a transverse flow radiator divided into two diflerent sized radiat- 2 ing sections and having an inlet header at one side and an outlet header at the opposite side, said inlet header being divided into two compartments of the same heights as said radiating sections, a conduit connected with both of said compartments, and a thermostatically operated valve located in said conduit and adapted to cause the coolin fluid to flow through the smaller of sai compartments and its adjacent radiating sec- 85 tion at all times and through the larger compartment and its adjacent radiating section when the temperature of the fluid reaches a predetermined point, said outlet header being connected to both of said ra- 4 diating sections.

In testimony whereof we aflix our signatures.

HARRY MOUGEY. CHARLES R. SHORT. 

